Combined steam and gas turbine engine with magnetic transmission

ABSTRACT

In a combined steam and gas turbine engine cycle, a combustion chamber is made durable against high pressure and enlarged in length to increase the operation pressure ratio, without exceeding the heat durability temperature of the system while increasing the fuel combustion gas mass flow four times as much as the conventional turbine system and simultaneously for greatly raising the thermal efficiency of the system and specific power of the combined steam and gas turbine engine. 
     Water pipes and steam pipes are arranged inside the combustion chamber so that the combustion chamber can function as a heat exchanger and thereby convert most of the combustion thermal energy into super-critical steam energy for driving a steam turbine and subsequently raising the operation pressure ratio and the thermal efficiencies of the steam turbine cycle and gas turbine cycle. The combustion gas mass flow can be also increased by four times as much as the conventional turbine system (up to the theoretical air to fuel ratio) and the thermal efficiency and the specific power of the gas turbine cycle are considerably increased. 
     Further, the thermal efficiency of the combined system is improved by installing a magnetic friction power transmission system to transmit the power of the system to outer loads.

This application is the national stage of International ApplicationPCT/JP97/02250 filed Jun. 27, 1997.

FIELD OF THE INVENTION

The invention relates to a combined steam and gas turbine engine. Moreparticularly, to a gas turbine engine combustion chamber having ahelical welded structure heat exchanger on an outside surface thereoffor cooling the combustion chamber with water and thereby raise thecombustion gas pressure higher than a conventional turbine combustionchamber and further enlarge the dimensions of the combustion chamber forincreasing the fuel supply means three times as much. Further, theinvention relates to a combined steam and gas turbine engine in whichinside of the combustion chamber, a steam heater is disposed and thecombustion gas drives a gas turbine and the steam drives a steamturbine. The invention also relates to a combined steam and gas turbinesystem having a magnetic friction power transmission system which allowsan internal axis and an outside axis to rotate in an opposite directionat a predetermined ratio and the power is transmitted through theinternal axis or the outside axis to loads.

PRIOR ARTS

A combined steam and gas turbine engine is disclosed in Japanese PatentLaid Open Sho 50-89737, in which a supercritical heat exchanger or aheat recovery system is disposed inside the high temperature area of thegas turbine combustion chamber, thereby raising the temperature of thesteam temperature of the steam turbine cycle and consequently increasingthe efficiency of the combined system.

Japanese Laid Open Sho 52-186248 discloses a system in which an exhaustgas of the gas turbine is recovered and utilized as a heat source for asteam boiler, thereby reducing the temperature of the exhaust gas andraising the thermal efficiency of the system.

These prior arts were intended to increase the thermal efficiency of thesuper-critical steam boiler cycle and not increase the gas pressure andspecific power ratio spontaneously or increase the thermal efficiency ofthe gas turbine engine.

The inventors of this application filed several patent applications forthe improved gas turbine engines as Japanese Patent applicationsHei6-330862, Hei7-145074, Hei7-335595, Hei8-41998, Hei8-80407,Hei8-143391, Hei8-204049, and Hei8-272806.

Basic factors of the Brayton cycle engine, for instance a turbineengine, are the thermal efficiency (operating pressure ratio) and thespecific power. The higher the thermal efficiency, the higher thespecific power ratio. Therefore, if the thermal efficiency is constant,the output power is dependent on the heat supplied to the system. Theoperating pressure ratio and the specific power are limited by the heatdurability of the turbine system. To maximize the operating pressureratio and the heat supplied to the system within the heat durability ofthe system, most of the heat supplied to the system should be convertedto super-critical steam which is utilized in the other systems, such asthe steam turbine engine, thereby increasing the value of “thermalefficiency”×“specific power”=“operating pressure ratio”×“combustion gasmass flow”.

A burden for increasing the operating pressure ratio and the specificpower is that the heat durability temperature limits the full use of thethermal energy generated from the fuel. The inventor of this applicationdiscovered an effective use of the thermal energy of the fuel. Theobjective of this invention is to increase the thermal efficiency andthe specific power of the system by reducing part of the heat generatedfrom the fuel utilized by the gas turbine engine. The combined steam andgas turbine engine of this application comprises a gas turbinecombustion chamber which has a long dimension and wide heat exchangearea used as a heat exchanger, and the thermal energy generated from thefuel is converted to super-critical steam, which is used in othersystems to increase the operating pressure ratio and the specific powerwithin the heat durability temperature of the system. For instance, thefuel gas mass is increased four times as much as the theoretical air tofuel ratio.

A gas turbine combustion chamber having a long dimension and operatingat a high pressure condition, also works as a heat exchanger having awide heat exchange area, thereby the thermal efficiency of the systemincreases as the operating pressure ratio becomes high and a furtherhigh temperature is obtained from the thermal energy generated from thesame amount of fuel as the operating pressure ratio is high.

When the inlet gas temperature of the gas turbine engine is about 700°C. to 1000° C., the heat exchange rate becomes high. Therefore, the areafor the heat exchange may be decreased, and the thermal efficiencybecomes high because the exhaust heat loss becomes low. The combinedsteam and gas turbine engine of this invention utilizes the thermalenergy of the fuel at its maximum rate.

The objective of this invention is to provide a combined steam and gasturbine engine applicable to a variety of fields.

The other objective of this invention is to provide a magnetic frictionpower transmission system for decreasing the energy losses, and toprovide a turbine engine with full dynamic turbine blades for decreasingthe thermal energy loss.

A further objective of this invention is to provide a power generatingsystem having a plurality of power units and batteries.

DISCLOSURE OF THE INVENTION

A combined steam and gas engine will now be explained.

A combustion gas as a working gas of the gas turbine engine, in general,contains a large amount of air, four times as much as the theoreticalair to fuel ratio. the dimensions of the gas turbine combustion chamberwill be long enough to provide the fuel supply means four times as muchas a conventional one.

The combustion chamber has a helical welded structure heat exchangeroutside surface thereof for cooling the combustion chamber with waterand raising the combustion gas pressure higher than the conventionalturbine and further enlarging the dimensions of the heat exchange areaof the heat exchanger.

A helical water cooling pipe and a steam pipe are located inside thecombustion chamber of the gas turbine, and the pipes are welded to thesurface of the combustion chamber to operate at high pressure.

As the inlet gas temperature of the gas turbine engine is lowered underthe heat durability temperature of the system by the cooling systemdescribed above, the compressed air contains a theoretical ratio of thefuel and air, so that the fuel mass will be increased 4 times as much asa conventional system.

A steam turbine engine operating at a high temperature and pressure maybe added to the system so that the combustion may be conducted attheoretical combustion conditions. The gas turbine engine and a steamturbine engine are combined so that the thermal efficiency of the systemmay become 60 to 80%.

BRIEF EXPLANATION OF THE DRAWINGS

FIG. 1 is a basic schematic diagram of the first embodiment of theinvention.

FIG. 2 is a schematic diagram of the second embodiment of the invention.

FIG. 3 is a schematic diagram of the third embodiment of the invention.

FIG. 4 is a schematic diagram of the fourth embodiment of the invention.

FIGS. 5(a) to 5(d) are a sectional view of the combustion chambershowing the welded structure of the heat exchanger.

FIG. 6 is a partial sectional view of the first embodiment of the steamand gas combined turbine engine.

FIG. 7 indicates the principal idea of a magnetic friction powertransmission system.

FIGS. 8(a) and 8(b) are a sectional view of a magnetic friction powertransmission system used in the invention.

FIG. 9 is a partial sectional view of the second embodiment of thisinvention.

FIG. 10 is a partial sectional view of the third embodiment of thisinvention.

FIG. 11 is a partial sectional view of the fourth embodiment of thisinvention.

FIG. 12 is a partial sectional view of the fifth embodiment of thisinvention.

FIG. 13 is a partial sectional view of the sixth embodiment of thisinvention.

FIG. 14 is a partial sectional view of a magnetic friction powertransmission system.

FIG. 15 is a sectional view of line A—A, and B—B in FIG. 14.

FIG. 16 is a partial sectional view of a magnetic friction powertransmission system.

FIG. 17 is a sectional view of line C—C, and B—B in FIG. 16.

FIG. 18 is an embodiment of the magnetic friction power transmissionsystem.

FIG. 19 is another embodiment of the magnetic friction powertransmission system.

FIG. 20 is another embodiment of the magnetic friction powertransmission system.

FIG. 21 is another embodiment of the magnetic friction powertransmission system.

FIG. 22 is an embodiment of the magnetic friction power transmissionsystem in which umbrella type magnetic friction power transmission.

FIG. 23 is an embodiment of an umbrella type magnetic friction powertransmission.

FIG. 24 is a sectional view of a transmission system having a bevelmagnetic friction wheel 125 a.

FIG. 25 is a sectional view of a transmission system having a magnetizedbevel wheel 125 b.

FIG. 26 is a schematic diagram of the combined steam and gas turbineengine.

FIG. 27 is a schematic diagram of another embodiment of the combinedsteam and gas turbine engine.

FIG. 28 is a schematic diagram of another embodiment of the combinedsteam and gas turbine engine.

DESCRIPTION OF THE REFERENCE NUMERALS

1: water pipe, 2: water pump, 3: water supply, 4: combustion chamber andheat exchanger, 5: steam, 6: steam pipe, 7: steam valve, 8: returnwater, 9: return water pump, 10: combustion gas, 11: recovery heatexchanger, 12: waste-incinerating furnace, 13: heat exchanger for wasteincinerating furnace, 14: magnetic friction power transmission system,15: air induction chamber, 16: outer compressor turbine blades, 17:inner compressor turbine blades, 18: exhaust gas chamber, 19: outerturbine dynamic blades, 20: inner turbine dynamic turbine blades, 21:circular outlet, 22: circular receptor, 23: circular receptor, 24:circular jet nozzles, 25: outer shell of the combustion chamber, 26:water cooling wall, 27: fuel supply means, 111: magnetized wheel, 112:magnetized friction wheel, 115: first main magnetized wheel, 116: mainturbine engine, 117: support axle, 118: first idle magnetized wheel,119: second magnetized wheel, 120: second idle magnetized wheel, 121:yoke, 122: antimagnetic body, 123: magnetic shield means, 124: firstmain magnetized wheel, 125: first idle magnetized wheel, 126: secondmain magnetized wheel, 127: second idle magnetized wheel, 128: frictionenhancement means, 129: projections, 130: magnetized bevel wheel, 131:propulsion system for vehicle or boats, 132: thermal engine system, 133:electric motor, 134: magnetic friction power transmission system, 135:invertor, 136: dynamo-motor, 137: battery, 138: magnetized frictionwheel, 139: materials absorbed by the magnets, 140: magnetic frictionpower transmission system, A: air, B: combustion chamber, C: compressor,D: exhaust heat, E: fuel, EX: exhaust gas, K: air and water separator,F: flange, I: condensed water, O: outer axle system, P: powertransmission surface, Q: induced air, R: water recovery, S: staticblades, U: inner axle system, W: cooling water, Y: welding, MC: fulldynamic turbine blades, MGT: full dynamic turbine blade steam and gasturbine engine, MG: magnet, FL: outer frame, OS: oil cylinder, HG:transmission system, NG: input axle, SG: output axle, IMG: inputmagnetized friction wheel, OMG: output magnetized friction wheel, PL:plane having projections and cavities, HL: oblique projections, YL:projections, FC: friction enhancement means, YO: yoke, HP: high pressuresteam turbine, MP: middle pressure steam turbine, LP: low pressure steamturbine, M: generator, ST: steam turbine engine, GT: gas turbine engine,HPA: high pressure air, SGT: combined steam and gas turbine engine, HS:hot water supply system.

BEST MODE OF THE INVENTION

The invention of this application is explained according to the attacheddrawings.

FIG. 1 shows a schematic diagram of the first embodiment of theinvention for explaining a principle of this invention.

In FIG. 1, the system comprises a compressor, a long dimensioncombustion chamber in which high pressure combustion takes place, a gasturbine, steam turbines, and a power generator.

The thermal efficiency of the gas turbine is dependent on the operatingtemperature, however, there exists a limit to the operating temperaturedue to the system being destroyed due to the materials of the systemfailing.

To operate the system at its maximum thermal efficiency, the specificpressure must be raised, the velocity of the combustion gas must be at ahigh speed, and the combustion gas mass flow becomes larger, so thesystem is arranged as follows.

A water pipe 1 is helically welded around a combustion chamber B and thecombustion chamber becomes a heat exchanger 4 a that has a longdimension and high pressure combustion condition. Internal steam pipes6,6 are also arranged helically in which the pressurized water 3 issupplied by a water pump 2. Heated water becomes critical steam 5 whichis supplied to a high pressure steam turbine HP through a steam valve 7to drive the turbine. The exhaust steam is returned to the combustionchamber and re-heated in the combustion heat exchanger 4 b, the reheatedsteam drives a middle pressure steam turbine MP, returns to thecombustion chamber, and again heated to drive low pressure steam turbineLP, and each steam turbine drives a power generator M.

The steam is condensed to water in a condenser R cooled by sea water,the condensed water 8 is pumped to a heat recovery means 11 by a pump 9and cycled to the combustion chamber.

As illustrated in FIG. 9 to FIG. 12, a gas turbine cycle comprisesoppositely arranged compressors and oppositely arranged turbines to makethe combustion chamber have a longer dimension and a power generator,which is disposed in the middle of the turbines. Oppositely arrangedcompressors introduce air into the combustion chamber in which the airis mixed with the burning fuel to produce gases that drive a turbinewhere the fuel to air ratio is controlled to the theoretical ratio. Thecombustion gas temperature is controlled for the heat durability of thesystem at about 800° C. and the combustion gas mass flow is maintainedat a high value. The combustion gas mass flow is increased by raisingthe operating pressure ratio and heat recovery through the heatexchangers.

The exhaust gas is introduced into a low temperature heat recovery heatexchanger 11 by which the exhaust heat loss is lowered and the thermalefficiency of the system is doubled. In the conventional combinedturbine system, since all of the thermal energy generated from the fuelis used based on the heat durability temperature of the system, theoperating pressure ratio and thermal energy is limited by the heatdurability temperature limit, hence it is very difficult to increase thethermal efficiency and specific power of the system.

To maximize the operating pressure ratio and utilize the thermal energyof the fuel effectively under the temperature of heat durability of thesystem, according to the equation of “thermal efficiency”×“specificpower”=“operating pressure ratio”×“combustion gas mass flow”, thethermal energy supplied to the turbine engine is minimized to thelowest, hence the thermal efficiency and the specific power isincreased, especially, the thermal efficiency is doubled.

The combustion chamber of the gas turbine engine is an appropriatecontainer for raising the operation pressure ratio, if heat exchangers 4are disposed within the combustion chamber, a higher operation pressureis obtained from the same heat energy and further inlet gas temperatureof the turbine engine ranges from about 700° C. to 1000° C., the heatexchange rate becomes high and it is possible to reduce the heatexchange area of the heat exchangers 4 a, 4 b, 4 c.

The heat is effectively converted to super-critical steam and thethermal efficiency of the steam turbine engine also becomes high.

The thermal energy of the exhaust gas having a comparatively low thermalenergy is again recovered through the heat recovery heat exchanger 11,the exhaust heat loss is recovered consequently and the total thermalefficiency of the system is increased.

As illustrated in FIG. 2, super-critical steam is injected into the gasturbine, and the steam turbines are omitted from the system, the systembecomes compact and the thermal efficiency will increase.

The invention is explained in more detail according to the embodimentsand the drawings.

In the mono-axle compact combined steam and gas turbine engine of thisinvention as illustrated in FIG. 2, internal steam pipes 6,6 arearranged helically in which the pressurized water 3 is supplied by awater pump 2 to the heat exchanger 4 which has helical pipe water jacketwhich is welded as illustrated in FIG. 5 and FIG. 6 around the insidewall of the combustion chamber.

The pressurized water 3 catches the heat generated in the combustionchamber while passing through the water pipe 1, the heated water becomescritical steam 5, the water being separated from the critical steam 5and supplied to the gas turbine SGT via valve 7 to drive a turbineengine with the combustion gas 10.

The combined steam and gas turbine cycle including the system having anoppositely arranged compressor and oppositely arranged gas turbine isillustrated in FIG. 6 to FIG. 12 and has a combustion chamber-heatexchanger system, provides a longer combustion chamber and higherpressure combustion condition, hence the thermal efficiency isincreased. The combustion gas contains a lot of air, usually four timesas much as the theoretical air and fuel ratio, and the specific heat ofthe air is lower than that of steam, the system of this inventionincreases the combustion gas mass flow so that the thermal efficiency ofthe system is increased.

The high efficiency combustion chamber-heat exchanger 4 working underthe condition of a high temperature gradient drives the steam turbineengines effectively, and the total thermal efficiency of the systembecomes high.

As illustrated in FIG. 1 and FIG. 2, the steam 5 drives the steamturbine engines or steam-gas turbine engine, and then is condensed towater in condenser (R) cooled by sea water. The condensed water 8 ispumped to a heat recovery means 11 by a pump 9 with pure water to obtainthe thermal energy of the exhaust gas in the heat recovery means 11 andfinally is cycled to the combustion chamber-heat exchanger 4.

The steam 5 generated in the combustion chamber 4 is dewatered andheated to a critical temperature, and is injected into the gas turbine,or the gas-steam turbine via the regulation valve 7 driving the turbinetogether with the combustion gas.

The compressed air from the air compressor is introduced into thecombustion chamber 4 and mixed with the burning fuel to produce gasesthat drive a turbine, then high temperature combustion gases 10 expandand drive the gas turbine engine or the gas-steam turbine enginecooperating with the critical steam.

In the conventional gas turbine engine, there exists a limit to theoperating temperatures dictated by the temperature at which the turbineblades and related system fail. If one tries to increase the thermalefficiency of the system by raising the operation pressure ratio, thenthe specific power decreases.

On the other hand, if one tries to increase the specific power of thesystem by raising the supplied thermal energy, then the operatingpressure ratio decreases and the thermal efficiency also decreases.

As described above, it is very difficult to achieve the goal ofincreasing the thermal efficiency and the specific power under thecondition of the operating temperature limit.

The inventor considers that a factor of “operating pressureratio×supplied thermal energy” is modified as follows;

“thermal efficiency”×“specific power”=“operating pressureratio”×“combustion gas flow mass”=“velocity”×“mass”.

If the combustion gas flow mass is increased instead of the suppliedthermal energy, it is convenient to adapt the combustion-heat exchanger4, and the combustion gas flow mass (supplied thermal energy) isincreased by four times, the specific power is also increased.

Further, since the total supplied thermal energy is decreased and thespecific power increases, the thermal efficiency of the gas turbinecycle is doubled.

Under the condition that the combustion thermal energy is constant, thethermal energy that can be supplied to the steam turbine engine or thegas-steam turbine engine through the combustion-heat exchanger 4 isdependent on the operating pressure ratio of the system. When theoperating pressure ratio of the system is raised, the thermal efficiencyof the steam turbine engine or the gas-steam turbine engine iseffectively increased.

If the entrance temperature of the gas turbine is constant, the exhaustthermal energy from the gas turbine decreases.

The reversed compressors introduce the air into the combustion chamberin which the air is mixed with the burning fuel to produce gases thatdrive a turbine where the fuel to air ratio is controlled at thetheoretical ratio. The combustion gas temperature is controlled to beunder the heat durability temperature of the system, which is about 800°C., and the combustion gas mass flow is maintained at a high levelvalue. The combustion gas mass flow is increased by raising theoperating pressure ratio and the amount of the heat recovery by the heatexchangers.

The exhaust steam is returned to the combustion chamber and re-heated inthe combustion heat exchanger 4 b, the re-heated steam drives a middlepressure steam turbine MP and then returns to the combustion chamber,heated again to drive the low pressure steam turbine LP, and each steamturbine drives a power generator M.

The steam is condensed to water in condenser R cooled by sea water, thecondensed water 8 is pumped to a heat recovery means 11 by a pump 9 andcycled to the combustion chamber.

When the entrance gas temperature of the gas turbine engine ismaintained constant and the operation pressure ratio or the combustiongas mass flow is increased, the total thermal energy of working fluid ofthe gas turbine engine or the thermal energy per unit mass of theworking fluid decreases, consequently the thermal energy exhausted fromthe system and the thermal energy exhausted from the heat recovery heatexchanger are decreased. As the heat loss by exhausting the combustiongas containing a certain amount of thermal energy is decreased, thethermal efficiency of the system is increased.

Since the system is provided with the combustion chamber-heat exchanger4, the combustion gas mass flow of the system is increased by four timesas much as the conventional gas turbine system, the specific power ofthe gas turbine engine is increased, the operation pressure ratio of thegas turbine engine is increased, and the thermal efficiency of the gasturbine cycle and the steam turbine cycle is considerably increased,more particularly the thermal efficiency of the gas turbine engine isdoubled and so a goal of the maximum thermal efficiency of the combinedsteam and gas turbine engine of this invention is about 60%.

The stator vanes of a compressor or turbine engine cause a great amountof energy losses in the system, so the system of the invention of thisapplication omits the stator vanes and the stator vane-less system isprovided with a magnetic friction power transmission system whichincreases the total thermal efficiency of the system as the magneticfriction power transmission system decreases the energy loss.

The maximum thermal efficiency of the system provided with the magneticfriction power transmission system is about 80%.

FIG. 3 shows a third embodiment of this invention in which a mono-axlecombined steam and gas turbine engine will be explained.

The difference between the second embodiment is that the steam turbineand the gas turbine are arranged independently and a waste combustionfurnace 13 is disposed after the heat recovery heat exchanger 11.

Since the system is provided with a combustion chamber-heat exchanger 4,the combustion gas mass flow of the system is increased by four times asmuch as the conventional gas turbine system and the specific power ofthe gas turbine engine is increased. Further, the operation pressureratio of the gas turbine engine is increased, but does not exceed thedurability temperature of the system, and the thermal efficiency of thegas turbine cycle and the steam turbine cycle is considerably increased.

Since the specific power and the thermal efficiency are dependent on theoperation pressure ratio, and the operation pressure ratio is increasedby the use of the combustion chamber-heat exchanger 4, the thermalefficiency of both the gas turbine engine and the steam turbine engineincrease. Also, the combustion gas mass flow increases by four times asmuch.

When the inlet gas temperature of the gas turbine engine is maintainedconstant, the thermal energy per unit of combustion gas is lowered asthe operation pressure ratio is increased. Therefore, the thermal energyexhausted from the gas turbine decreases and the exhaust gas temperaturefrom the heat recovery heat exchanger 11 becomes low enough so as todecrease the heat loss of the system.

In this embodiment, the gas turbine is driven by the combustion gas massflow and the thermal energy produced by the combustion of the fuel isconsumed by the steam turbine for generating the steam to drive thesteam turbine, so the flow rate of the steam turbine is comparativelylarge. The temperature of the supplied water 3 is rather low and heatedby the thermal energy generated by the waste combustion furnace 13, andthe heated water is further heated in the combustion chamber 4, hence,the thermal efficiency of the system is improved.

FIG. 4 shows a fourth embodiment of this invention in which a three-axlecombined steam and gas turbines engine will be explained.

The difference between the aforementioned embodiments is that therevolution speed of each axle is determined independently to obtain asuitable revolution number of each axle.

For instance, for the gas turbine, the revolution speed is 9000/3000rpm, for the high and middle pressure steam turbines, 3000 rpm, and forthe low-pressure steam turbine, 1500 rpm. Or, the revolution speed is750 rpm for the pair of full rotor blade steam turbine engines rotatingin the opposite direction.

An aim of installing the three-axle turbine system is that since thespecific volume of the low pressure-steam turbine increases, therevolution speed of the low-pressure steam turbine is lowered to theextent of 1500 rpm, and the radius of the steam pipe is doubled, so thatthe steam conduit passage section area becomes four times as large. Therevolution speed of the full rotor blade low-pressure steam turbinerotating in the opposite direction is reduced to a quarter of that ofthe gas turbine, which is 750 rpm, the steam conduit passage sectionarea is increased to 16 times as much. If the revolution speed of thefull rotor blade steam turbine is reduced to half of that of the gasturbine, which is 1500 rpm, the steam conduit passage section area isincreased to four times as much. Therefore, the outlet pressure of thesteam turbine becomes close to a vacuum and consequently the operationpressure ratio becomes high, and the energy of the low pressure steam isultimately converted to kinetic energy. The full rotor bladelow-pressure-turbine has no stator blade that causes a kinetic energyloss so the thermal efficiency of the system is greatly improved.

It is necessary to increase the heat exchange area of the combustionchamber-heat exchanger 4 that produces super-critical steam, and toprovide the combustion chamber with a high-pressure durable containerfor high-pressure operation. Then, the operation pressure ratio isincreased and the combustion gas mass flow is increased by four times asmuch as the conventional turbines.

The structure of the combustion chamber is such that the helical waterconduit pipe is welded around the combustion chamber as shown in FIG.5(a), (b), (c) and (d).

More specifically, as shown in FIG. 5(a) and (b), at the outer surfaceof the helical water pipe 1, a T-shape outer wall 25 is disposed havingat least one helical pipe is welded to another longitudinally to form acombustion chamber. Hence, the heat-exchange area of the combustionchamber is considerably increased.

As shown in FIG. 5(c), at least one helical pipe having an outer wall 25is welded to form a combustion chamber. As shown in FIG. 5(d), a helicalpipe 1 having a outer projections 25 at both sides is welded to form acombustion chamber.

FIG. 6 shows a compact or super compact full rotor blade combined steamand gas turbine. A combustion chamber 4 has structures shown in FIG. 5and is a high-pressure resistant container. As shown in FIG. 6, thecombustion chamber 4 is curved to form a long dimension combustionchamber and heat-exchange area and a plurality of fuel supply means 27,for example four times as much as the conventional turbine system, aredisposed along the length of the combustion chamber 4. Super-criticalsteam 5 generated in the combustion chamber 4 is supplied to anuppermost upstream inlet of the steam-gas turbine engine and thecombustion gas is supplied to the steam-gas turbine engine at anappropriate gas inlet disposed at the middle of the steam-gas turbinefor driving the turbine.

As stated before, the stator rotors cause energy losses in the system,so I have omitted the stator rotors in my invention to increase thethermal efficiency of the turbine system. In FIG. 6, all the statorvanes of the conventional turbine system are replaced by the rotorblades to form outer compressor rotor blades 16 and outer turbine rotorblades 19.

They are coupled with the inner compressor rotor blades 17 and innerturbine rotor blades 20 respectively and rotate in the oppositedirection to each other with the aid of the magnetic friction powertransmission system. Therefore, the revolution speed of the blades isreduced to half that of a conventional system. Hence, the diameter ofthe blades can be extended to double the size of the conventionalturbine system and a fluid passage section area can be designed to befour times as much as the conventional turbine system.

Now referring to FIG. 6, operation of the turbine system will beexplained.

Air is introduced into the compressor through the first stage of theouter compressor rotor blades 16. Like a conventional turbine system,the air is compressed by the cooperating work of an odd number innercompressor rotor blade and an even number outer compressor rotor bladeand is supplied to the combustion chamber-heat exchanger 4. Thecompressed air is mixed with fuel injected into the combustion chamber 4through the plurality of fuel supply means 27 of which the amount isfour times as much as the conventional turbine system. Combustion gas isinjected into the steam-gas turbine through the appropriate stage of therotor blades for driving the steam-gas turbine.

Most of the thermal energy generated in the combustion chamber 4 isconverted into super-critical steam 5, the heat exchanged through thehelical pipe 1 disposed around the combustion chamber 4, the steaminjected into the steam-gas turbine from the most upstream annular inlet24 via steam pipe 6 and regulating valve 7 and the combustion gasgenerated in the combustion chamber and the steam are mixed whiledriving the rotor blades 19 of the steam-gas turbine. As most of thethermal energy generated in the combustion chamber is converted tocritical steam, the combustion gas temperature becomes low, therefore,the inlet gas temperature is lower than in the conventional system andnever exceeds the durability temperature of the turbine system and theobtained kinetic energy drives loads, including a power generator.

An outer axle (o) having a last stage outer compressor rotor blade 16and other rotor blades, and a first stage outer turbine rotor blade 19and other rotor blades 19, is rotatably mounted on an inner axle (U)having a second stage inner compressor rotor blade, fourth rotor bladeand so forth, and a second inner turbine rotor blade 20 and so forth.The outer axle and the inner axle are coupled by the magnetic bearingsystem and are rotated in the opposite direction.

The compressed air supplied from the outlet 21 of the compressor intothe combustion chamber through an inlet 22 is mixed with the burningfuel from the fuel supply means 27, 27 and burnt in the combustionchamber. The combustion gas temperature is controlled by the amount offuel supplied to the combustion chamber and by cooling the combustionchamber with the heat exchanger having the cooling wall 26 through whichthe cooling water is supplied, thereby increasing the number of fuelsupply means for increasing the fuel and thermal energy generated in thecombustion chamber, which may be four times as much as in a conventionalsystem. (16/25)

Most of the increased thermal energy generated by the supplied fuel isconverted to critical steam 5 which is supplied to the turbine throughthe inlet 23 via steam pipe 6 and the regulation valve 7. The criticalsteam 5 is then injected against the first stage outer turbine rotorblades 19 through the annular injection inlet and drives the rotorblades while flowing down to the outlet. On the other hand, combustiongas generated in the combustion chamber 4 is introduced into the turbinethrough the appropriate stage outer turbine rotor blade and mixed withthe critical steam in the turbine while heating the steam.

FIG. 7 and FIG. 8 show a magnetic friction power transmission system ofthis invention. In general, the revolution power is usually transmittedby a transmission consisting of gears when transmitting or reversing thedirection of revolution. The conventional transmission system requires alubricant and high strength material bearing the power that istransmitted and further there is a big drawback of a high-energy lossbecause of the high friction loss. Hence, the conventional geartransmission system is not suitable for large power transmission.

To realize a commercial full rotor blade combined steam and gas turbineengine, a high-speed, high-power and lubricant-less transmission systemis needed.

I have invented a magnetic friction power transmission system to solvethe above mentioned problems in which the gear engagement height isalmost zero, the power is transmitted by rolling contact of the gearsand high magnetic strength materials are used.

In the magnetic friction power transmission system, as the materials ofthe system are highly magnetized and utilize an attractive force of themagnet, the gear engagement height becomes almost zero, the power istransmitted with rolling contact of the gears, therefore the frictionloss is almost zero and a water coolant can be used instead of thelubricant.

The magnetic friction power transmission system comprises magnetizedfriction wheels or magnetic friction wheels, as the conventionaltransmission system comprises gears. As to a power transmissionmechanism, gears are replaced by friction wheels, helical gears arereplaced by helical projection friction wheels, herringbone gears arereplaced by herringbone projection wheels and bevel gears are replacedby bevel friction wheels.

In the magnetic friction power transmission system, since the oppositemagnetic poles attract and the same poles rebel each other, oppositepole magnets are disposed in the revolution direction and the same polemagnets are disposed in the reverse revolution direction.

As shown in FIG. 8(b), the magnetic friction continuously variabletransmission comprises a magnetized wheel which has a conically shapedhollow section made of magnetic attractive material and inside thehollow section wall is provided an elastic member to increase thefriction force and is rotatably supported. An input axle having magnetsat its top end is disposed inside the conical hollow section andattracts the one side of the hollow section wall. The input axle movesback and forth and changes the position where it contacts the conicalhollow section of the output axle, consequently the power is changeablytransmitted from the input axle to the output axle.

A double reverse magnetic power transmission system will be explainedreferring to FIG. 14 and FIG. 15.

A double reverse magnetic power transmission system comprises amagnetized wheel around which N-pole and S-pole magnets are arrangedalternatively.

As the first main magnetized wheel 115 mounted inside of the outer axlerotates, rotational power is transmitted to an axle 117 mounted at themain turbine body 116 through N-S poles magnet alternatively arrangedwheels 118. Then, second main magnetized wheels disposed at the otherend of the axle 117 start to revolve. The opposite direction revolutionpower of the outer axle and the inner axle are added through thefollowing axle 120.

The attraction and repulsion forces of the permanent magnet aredependent on the magnetic power of the magnet and the N and S poles aredisposed alternatively around the magnetic wheel but the number of poleswhich is utilized effectively for the power transmission is small and amagnetic torque power increasing means is needed.

The easiest way to increase this power is to dispose yokes 121 e, whichmagnetically increase the revolution power, at the revolution upstreamposition and antimagnetic bodies 122 or a magnet insulation element 123at the revolution downstream position. The yoke 121 e may be installedat both sides of the revolution upstream and downstream portions of themagnetic wheel.

Another embodiment of the double reverse magnetic power transmissionsystem will be explained referring to FIG. 16 and FIG. 17.

A double reverse magnetic power transmission system comprises amagnetized wheel around which N-pole and S-pole magnets are arrangedalternatively, yokes around the magnetized wheels and magnetic frictionincreasing means and projections.

As the first main magnetized wheel 124 a mounted inside of the outeraxle rotates, the rotational power is transmitted to an axle 117 mountedat the main turbine body 116 through N-S poles magnet alternativelyarranged wheels 125 a. Then, second main magnetized wheels 126 adisposed at the other end of the axle 117 start to revolve. The oppositedirection revolution power of the outer axle and the inner axle areadded through the following axle 127 a.

The attraction and repulsion force of the permanent magnet is dependenton the magnetic power of the magnet and yokes 121 a, 121 e strengthenthe damping force and the righting force becomes large but the slidingforce is very weak. Projections 129 for increasing the friction and afriction increasing means 128 a and a water cooling means are providedin the magnetic friction power transmission system.

A magnetic part of the first main internal magnetized wheel 124 a andfirst following magnetized wheel 125 a of the magnetic powertransmission system will be explained referring to FIG. 18.

The first main internal magnetized wheel 124 a comprises a cylinderconsisting of ferromagnetic material which has N-pole and S-pole magnetsat both sides of the wheel and yokes 121 a, 121 a are disposed at bothsides of the wheel. The friction increasing means 128 a, which isannular shaped, is placed between the yokes 121 a, 121 a.

Projections 129 are disposed inside the yokes for acting like gears.(Explained later)

A first idle magnetized wheel having a magnetic N-pole and magneticS-pole 125 a is rotatably mounted on a ferromagnetic cylinder andsupported by the yokes disposed on both sides of the ferromagneticcylinder. The yokes extend in the radial direction to make an annularcavity where the friction increasing mean having a plurality ofprojections 129, like gear teeth, (for instance like herringbone gearteeth 129 c) on a peripheral surface thereof is fixed.

Like a gear, the herringbone-like friction increasing mean slips whenoverloaded.

The revolution power is transmitted steadily to an axle 117 mounted atthe center of the cylinder by the attraction and repulsion forces ofalternatively arranged magnetic N-S poles.

The drawbacks of the sliding force towards the radius center will becancelled by the friction increasing mean and projections 129. Further,the lubricant of the system can be replaced by the water coolant.

Another example of the first main internal magnetized wheel 124 b andfirst following magnetized wheel 125 b of the magnetic powertransmission system will be explained referring to FIG. 19.

The first main internal magnetized wheel 124 b comprises a cylinderconsisting of ferromagnetic material, magnetic N-poles and S-polesarranged in the radial direction of the cylinder, annular yoke 121 bextending radially at both sides concentrating the magnetic force line,friction increasing mean 128 a disposed at the space between the yokeand magnet, and low height projections disposed at the circumference ofthe cylinder.

A first inner magnetic friction wheel 125 b comprises a cylinderconsisting of ferromagnetic material, magnetic N-poles and S-polesarranged in the radial direction of the cylinder, annular yoke 121 bextending radially at both sides concentrating the magnetic force line,friction increasing mean 128 b disposed at the space between the yokeand magnet, and low height projections disposed at the circumference ofthe cylinder. The first main internal magnetized wheel and the firstinner magnetic friction wheel engage to transmit the revolution powerand the engagement slips when overloaded.

The revolution power is transmitted steadily to an axle 117 mounted atthe center of the cylinder by the attraction and repulsion forces ofalternatively arranged magnetic N-S poles. The drawbacks of the slidingforce toward the radius center will be cancelled by the frictionincreasing mean 128 b and projections 129 a. Further, the lubricant ofthe system can be replaced by the water coolant.

A power transmission mechanism of the second main internal magnetizedfriction wheel 126 a and second following magnetized wheel 127 a of themagnetic power transmission system will be explained referring to FIG.20.

As shown in FIG. 20, the first main internal magnetized wheel 126 acomprises a cylinder consisting of ferromagnetic material which has atleast one magnetic wheel 125 a having N-pole and S-pole magnets at bothsides of the wheel, yokes 121 a, 121 a disposed at both sides of thewheel and an axle 117 disposed at center of the wheel. A second innermagnetic friction following wheel 127 a comprises an inner axle disposedinside the hollow part of the cylinder and the magnetic wheel.

The revolution power is transmitted steadily to an axle 117 mounted atthe center of the cylinder by the attraction and repulsion force ofalternatively arranged magnetic N-S poles.

A power transmission mechanism of the second main internal magnetizedfriction wheel 126 b and second following magnetized wheel 127 b of themagnetic power transmission system will be explained referring to FIG.21.

As shown in FIG. 21, the first main internal magnetized wheel 126 bcomprises a cylinder consisting of ferromagnetic material which has atleast one magnetic wheel 125 b having N-pole and S-pole magnets arrangedin radius direction of the wheel, yokes 121 b, 121 b disposed at bothsides of the wheel and an axle 117 disposed at center of the wheel.

A second inner magnetic friction following wheel 127 b comprises aninner axle U disposed inside the hollow part of the cylinder and themagnetic wheel.

The drawbacks of a sliding force toward the radius center will becancelled by the friction increasing mean 128 a and projections 129 a.Further, the lubricant of the system can be replaced by the watercoolant.

The revolution power is transmitted steadily to an axle 117 mounted atthe center of the cylinder by the attraction and repulsion forces ofalternatively arranged magnetic N-S poles.

A power transmission mechanism having bevel gear-like construction willbe explained referring to FIG. 22.

As shown in FIG. 22, a bevel magnetic friction wheel 130 a comprises abevel wheel which has at least one pair of magnetic wheels having N-poleand S-pole magnets.

Revolution power is transmitted steadily by the attraction and repulsionforces of alternatively arranged magnetic N-S poles arranged side byside.

The drawbacks of a sliding force towards the radius center will becancelled by the friction increasing means 128 a and projections 129 a.Further, the lubricant of the system can be replaced by the watercoolant.

A power transmission mechanism 130 b having bevel gear-like constructionwill be explained referring to FIG. 23.

As shown in FIG. 23, a bevel magnetic friction wheel comprises a bevelwheel which has at least one pair of magnetic wheels having N-pole andS-pole magnets arranged in a radial direction.

Revolution power is transmitted steadily by the attraction and repulsionforces of alternatively arranged magnetic N-S poles.

The drawbacks of a sliding force towards the radius center will becancelled by the friction increasing mean 128 a and projections 129 a.Further, the lubricant of the system can be replaced by the watercoolant.

Referring to FIG. 24, a magnetic friction continuously variabletransmission with a magnetic friction bevel wheel will be explained.

A shaped input magnetic friction bevel wheel and a conical shape outputmagnetic friction wheel are rotatably supported in the frame (FL) andthe surfaces of the magnetic wheels are covered with proper elasticmaterials.

The magnetic wheel 125 a is obliquely supported by the frame and themagnetic pole section can be slidably moved back and forth with the aidof yokes 121 e which are disposed on both sides of the magnetic polesection.

The magnetic pole portion of the magnetic wheel 125 a is driven back andforth by a hydraulic cylinder and thereby the output revolution speed iscontinuously variably changed, since the power transmitting position ofthe output axle where the diameter of the conical magnetic wheel variesis changed.

Referring to FIG. 25, another embodiment of the magnetic frictioncontinuously variable transmission with a magnetic friction bevel wheelwill be explained.

A magnetic friction bevel wheel 130 b comprises a magnetic wheel 125 bwhich has at least one pair of magnetic wheels having N-pole and S-polemagnets.

A conical shape input magnetic friction bevel wheel and a conical shapeoutput magnetic friction wheel are rotatably supported in the frame (FL)and the surfaces of the magnetic wheels covered with proper elasticmaterials.

The magnetic wheel 125 a is obliquely supported by the frame and themagnetic pole section can be slidably moved back and forth with the aidof yokes 121 e which are disposed at both sides of the magnetic polesection.

The magnetic pole portion of the magnetic wheel 125 a is driven back andforth by a hydraulic cylinder whereby the output revolution speed iscontinuously variably changed, since the power transmitting position ofthe output axle where the diameter of the conical magnetic wheel variesis changed.

The revolution power is transmitted steadily by the attraction andrepulsion forces of alternatively arranged magnetic N-S poles arrangedvertically.

Referring to FIG. 9, an embodiment of the full rotor combined steam andgas turbine engine will be explained.

As described before, to maximize the thermal efficiency of the gasturbine engine, the operating pressure ratio must be raised, and toraise the operating pressure ratio, the thermal energy supplied to thesystem should be increased but the operating pressure ratio and thespecific power are limited by the heat durability of the turbine system.A problem in increasing the operating pressure ratio and the specificpower is that the heat durability temperature limits the full use of thethermal energy generated from the fuel, therefore the combustion gasflow mass should be increased instead of increasing the total thermalenergy supplied to the system.

Consequently, if the combustion gas as a working gas of the gas turbineengine, contains a large portion of air, four times as much as thetheoretical air to fuel ratio, the dimension of the gas turbinecombustion chamber is enlarged long enough to provide the fuel supplymeans four times as much as the conventional gas turbine, therebyraising the combustion gas temperature, converting the thermal energyinto the super-critical steam utilized by the steam turbine andincreasing the combustion gas flow mass by four times as much. Toachieve the aforementioned goal, the combustion pressure inside thecombustion chamber should be increased and the dimension of thecombustion chamber should be enlarged and curved. However, thecompressor and the turbine are arranged oppositely and arrangedhigh-pressure side outside, low-pressure side outside. Thereby, thecombustion chamber is high-pressurized and enlarged. (Usually thecombustion chamber is shortened.) (Except in the first and the sixthembodiment, the steam turbine engine is separated from the gas turbineengine.)

Further the system can be assembled and disassembled by providing aplurality of flanges.

More particularly, the first stage outer compressor rotor blades 16,which are annularly disposed around the outer axle rotatably mountedaround the inner axle, compress and introduce air from an air intakechamber 15. Second stage inner compressor rotor blades 17 are disposedannularly around the inner axle, and even number stage outer compressorrotor blades 16 are disposed annularly around the outer axle.

Inner compressor odd number stage rotor blades 17 are disposed annularlyaround the inner axle and also the last stage rotor blades are disposedannularly around the inner axle.

Odd number last stage outer compressor rotor blades 16 are disposedannularly around the outer axle. The outer axle and the inner axle arerotatably mounted and connected with the magnetic friction powertransmission system 14 for rotating in an opposite direction at apredetermined revolution speed ratio.

Likewise, last stage outer turbine rotor blades 19 facing an exhaustchamber 18, are annularly disposed around the outer axle, and rotatablymounted around the inner axle. Last stage inner turbine rotor blades 20are disposed annularly around the inner axle, and even number stageouter turbine rotor blades 19 are disposed annularly around the outeraxle.

Inner turbine odd number stage rotor blades 20 are disposed annularlyaround the inner axle and also the first stage rotor blades are disposedannularly around the inner axle.

Odd number first stage outer turbine rotor blades 19 are disposedannularly around the outer axle. The outer axle is connected to outerloads including power generators.

The outer compressor even number last stage rotor blades has an annularoutlet 21 which is connected to an annular shape receiver 22 by anairtight sealing. The outer turbine rotor blades 19 has an annularoutlet 23 which is connected to an annular shape jet mouth 24 sealedwith an airtight sealant. The jet mouth 24 is connected to thecombustion chamber-heat exchanger 4 inside which the water pipes 1 andthe steam pipes are installed and through which the super-critical steamis supplied.

The magnetic friction power transmission system disposed outside thecompressor may be placed inside the compressor. The turbine may alsohave a magnetic friction power transmission system 14 indicated with thedotted line in FIG. 9.

Referring to FIG. 10, Example 3 of the full rotor blade combined steamand gas turbine engine will be explained.

Basically the construction of the system is similar to the one explainedin FIG. 9. Differences are the layout of the units consisting of thesystem depending on the location and use of the turbine engines. Moreparticularly, a full rotor blade combined steam and gas turbine engineis layout based on a basic concept but an electric power generator isplaced between the compressor and the turbine engine. Thereby, thecombustion chamber is high-pressurized and enlarged in its length andthe combustion chamber is shaped like a straight line.

The compressor, the turbine engine and the electric power generator arearranged depending on power, location and use.

Referring to FIG. 11, Example 4 of the full rotor blade combined steamand gas turbine engine will be explained.

Basically the construction of the system is similar to the one explainedin FIG. 10. The difference is that a gas turbine engine of the fullrotor blade combined steam and gas turbine engine is replaced by aconventional steam-gas turbine engine.

Referring to FIG. 12, Example 5 of the full rotor blade combined steamand gas turbine engine will be explained.

Basically the construction of the system is similar to the one explainedin FIG. 9. The difference is that a gas turbine engine of the full rotorblade combined steam and gas turbine engine is replaced by aconventional steam-gas turbine engine.

Referring to FIG. 13, Example 6 of the full rotor blade combined steamand gas turbine engine will be explained.

Basically the construction of the system is similar to the one explainedin FIG. 6. The difference is that the compressor is reversed and therebythe length of the combustion chamber is enlarged.

Referring to FIG. 26, FIG. 27 and FIG. 28, use of the magnetic frictionpower transmission system will be explained.

In FIG. 26, when applied to a power generation system, the revolutionpower of the thermal energy engine is properly accelerated by themagnetic friction power transmission system, and an electric powergenerator is effectively driven or when applied to vehicles, therevolution power is reduced to a proper revolution by the magneticfriction power transmission system for driving the vehicles.

Electricity generated by the electric power generator is then stored inthe battery, and the electric power of the battery drives an electricmotor directly or via an inverter. The revolution power of the electricmotor is transmitted to the axles of the vehicle via the magneticfriction power transmission system and reduction system.

When both the thermal energy engine and the electric motor drive thevehicle, the revolution power is transmitted to the axles of the vehiclevia the magnetic friction power transmission system and reductionsystem.

In other cases, the revolution power of the thermal energy engine isaccelerated properly by the magnetic friction power transmission systemfor driving the electric power generator.

The revolution power is proper reduced to drive a propulsion system ofthe ship to propel the ship and the electric power is stored in thebattery.

When the ship is propelled by the electric power, the electric power issupplied to the electric motor directly or via an inverter system andthe revolution power is reduced by the magnet friction powertransmission system to drive an auxiliary propulsion system.

When both the thermal energy engine and the electric motor drive theship, the revolution power is transmitted to the propulsion system ofthe ship via the magnetic friction power transmission system andreduction system.

In other examples, the revolution power of the thermal energy is used todrive the electric power generator via the magnetic friction powertransmission system reducing the revolution speed to the proper speed todrive the electric power generator.

In the example indicated in FIG. 27, the revolution power of the thermalenergy engine is properly accelerated to a predetermined revolutionspeed by the magnetic friction power transmission system for driving theelectric motor-generator and the revolution power is reduced to drivethe axles of the vehicles. The electric power generated by the electricmotor-generator is stored in the battery directly or via the inverter.

An electric car is driven by the electric power stored in the batterywhich is supplied to the electric motor directly or via the inverter.

When both the thermal energy engine and the electric motor-generatordrive the vehicle, the revolution power is transmitted to the axles ofthe vehicle via the magnetic friction power transmission system andreduction system.

In the example indicated in FIG. 28, the revolution power of the thermalenergy engine is properly accelerated to a predetermined revolutionspeed by the magnetic friction power transmission system for driving theelectric generator and the electric power is stored in the battery orthe revolution power is reduced to a certain extent to drive the axlesof the vehicle.

Also, the revolution power is applied to the ships to propel the ship byaccelerating or reducing the revolution power by the magnetic frictionpower transmission system.

When both the thermal energy engine and the electric motor-generatordrive the vehicle, the revolution power is transmitted to the axles ofthe vehicle via the magnetic friction power transmission system andreduction system.

Proper thermal energy engines for the aforementioned systems aredisclosed in Japanese Patent No. 2604636, Japanese Patent ApplicationNo. Hei 9-106925, Hei 9-97870.

The systems are applicable to all kinds of vehicles including dieselengine driven cars, trucks, buses, and even motorcycles.

The propulsion systems for ships are screw propellers, air propellers,water jet pumps, Schneider propellers, and nozzle propellers whichpropel ships by the action of the jet.

APPLICABILITY OF THE INVENTION

The temperature of the exhaust gas is considerably lowered by the lowtemperature heat recovery heat exchanger by which the exhaust heat lossis lowered and the thermal efficiency of the system is doubled.

The thermal energy from the fuel is effectively changed to therevolution power and the thermal efficiency of the system is increased.

To maximize the operating pressure ratio and utilize the thermal energyof the fuel effectively under the temperature of the heat durability ofthe system, according to the equation of “thermal efficiency”×“specificpower”=“operating pressure ratio”×“combustion gas mass flow”, thethermal energy supplied to the turbine engine is minimized to thelowest. Hence, the thermal efficiency and the specific power isincreased, especially, the thermal efficiency is doubled.

The heat is effectively converted to super-critical steam, the thermalefficiency of the steam turbine engine also becomes high.

The thermal energy of the exhaust gas having comparatively low thermalenergy is recovered through the heat recovery heat exchanger and theexhaust heat loss is recovered. Consequently, the total thermalefficiency of the system is increased.

Super-critical steam is injected into the gas turbine, the steamturbines are omitted from the system, the system becomes compact and thethermal efficiency is increased.

The combined steam and gas turbine engine of this application comprisesa gas turbine combustion chamber which has a long dimension and wideheat exchange area used as a heat exchanger, and the thermal energygenerated from the fuel is converted to super-critical steam which isused in other systems and increase the operating pressure ratio and thespecific power within the heat durability temperature of the system, andthe fuel combustion gas mass flow is increased four times as much as thetheoretical air to fuel ratio.

The full rotor blade gas turbine engine increases the thermal efficiencyof the thermal energy engines.

The magnetic friction power transmission system reduces the mechanicalfriction losses and the system can be operated without use of alubricant.

What is claimed is:
 1. A combined steam and gas turbine enginecomprising a high-pressure, enlarged combustion chamber-heat exchangerhaving helical water pipes welded therearound for generatingsupercritical steam and lowering the temperature of the combustionchamber-heat exchanger, a compressor for compressing air and introducingthe compressed air into the combustion chamber-heat exchanger, fuelsupply means for supplying fuel into the combustion chamber-heatexchanger to be mixed with the compressed air, combusted and form acombustion gas, a steam-gas turbine, means for introducing thesupercritical steam and combustion gas into the steam-gas turbine, amagnetic friction power transmission system containing a magnetic wheelcomprising a cylinder containing ferromagnetic material having N-poleand S-pole magnets disposed in a radial direction of the magnetic wheeland annular yokes having projections on an inner surface thereofdisposed at both sides of the magnetic wheel, and an annular frictionincreasing means having projections on an inner side thereof and betweenthe yokes so that power is transmitted through the projections providedon the friction increasing means and the yokes through the rotation ofthe magnetic wheel, the compressor and turbine having concentric axleswhich are linked through the magnetic friction power transmission systemand rotate in opposite directions.
 2. The combined steam and gas turbineengine of claim 1, wherein the compressor and the steam-gas turbine areconnected by a double reverse magnetic friction power transmissionsystem and all the blades of the system are rotor blades.
 3. Thecombined steam and gas turbine engine of claim 1, wherein the combustionchamber-heat exchanger is curved to enlarge the length thereof and thewall of the combustion chamber-heat exchanger is a welded structure. 4.The combined steam and gas turbine engine of claim 1, wherein anelectric power generator is mounted between the turbine and thecompressor.
 5. The combined steam and gas turbine engine of claim 1,wherein a plurality of fuel supply means are disposed in each combustionchamber.
 6. The combined steam and gas turbine engine of claim 1,wherein a heat recovery system for recovering the heat from the exhaustgas is disposed downstream of the steam-gas turbine.
 7. The combinedsteam and gas turbine engine of claim 6, wherein condensed water isreturned to the heat recovery system by a return pump, heated by theheat recovery system, and supplied to the water pipes of the combustionchamber-heat exchanger.
 8. The combined steam and gas turbine engine ofclaim 1, wherein water is supplied to the combustion chamber-heatexchanger, converted to super critical steam and supplied to thesteam-gas turbine as a working fluid.
 9. The combined steam and gasturbine engine of claim 1, wherein the water pipes are disposedhelically inside an outer wall of the combustion chamber-heat exchanger.10. The combined steam and gas turbine engine of claim 1, wherein atleast one magnet which attracts a magnet having an opposite magnet pole,is disposed at the position of the yokes or outside of the yokes. 11.The combined steam and gas turbine engine of claim 1, wherein at leastone magnet which repels a magnet having a same magnet pole, is disposedat the position of the yokes or outside of the yokes.
 12. The combinedsteam and gas turbine engine of claim 1, wherein at least one pair ofmagnets of the magnetic wheel are disposed face to face.
 13. Thecombined steam and gas turbine engine of claim 1, wherein at least twomagnets of the magnetic wheel are disposed face to face and the magnetwheel is connected with an inner axle of the compressor.
 14. Thecombined steam and gas turbine engine of claim 1, wherein the magneticfriction power transmission system additionally comprises water coolingmeans.
 15. The combined steam and gas turbine engine of claim 1, whereinthe projections of the friction increasing means are selected fromnormal projections, helical projections, and herringbone projections.